Heater for motor-driven vehicles.



0.5. PELTON.

HEATER FOR MOTOR DRIVEN VEHICLES.

APPLKCATION FILED FEB. E,v l9l6. y

l 'Patented Apr. 29, 1919.

2 SHEETS- SHEET l.'

APPLICATIpN FILED Ha. 5, |9155 l Patented Apr. 29,1919.'

52 SHEETS-SHEET y2.

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' unTTan sTaTne TaTnnT.

CLYDE S. PELTUN, OE CLEVELAND HEIGHTS,\QHIO, ASSIGNOE, EY

MESNE ASSGNMENTS,

TO THE STANEARI) PARTS COMPANY, OE CLEVELAND, (J1-10, A. CEPOELATION Ol? OHIO.

HEATER EUR MOTOR-IDRIVEN VEHICLES.

neeaaoa Specification of Letters Patent.

Patented Apr. 29, 31919..

Application led February 5, 1916. Serial No, 76,336.

' for 'Motor-Driven Vehicles, of which the fol'- and exact description,

interferino `with the o eration of the enoine or b p b producing unpleasant odors within the space `to be heated. .'llhe device in questionwhile has been originally designed and peculiarly adapted for heating vehicles driven by gasolene engines may be employed in any place where internal combustion engines are employed..

rllhe particular type of heater here disclosed produced for the purpose of heating floristscars, ambulances, omnibuses, delivery wagons and other vehicles of a coinmercial type. rlhe objects of the invention are the provision ofa heating device light in weight, simple in construction and inexpensive in manufacture, ecient in heattransfer, easy to clean when necessary, having a large air contact surface eombinedwith a small floor area, and not'liable to get out of order. Other objectsY and advantages will appear as the descriptioirproceeds'.

Generally speaking my invention may be defined as consisting of the combinations and constructions recited inthe claims hereto annexed and illustrated in one embodiment in the drawings accompanying and forming a part of 'tli'igzapplieatiomwherein Figure 1 is a side elevation of a commercial vehicle equipped with a heater of my invention, portions of the vehicle being'broken away to 'show the mode of installing the heater; Fig.

2 is a vertical longitudinal sectional view through the heater showing its interior construction; Fig 3 is a transverse VVvertical s'ection on the line of Fig. 2; Fig; a is a plan view of the exhaust pipe connection showing the mode of regulating the heat; Fig. 5 is a sectional view through the exhaust pipe and controlling valve; Fig. 6 is a perspective view of the exhaust fitting preferably employed withvmy said heater; and

-to the accompanying Fig. 7 is a sectional view showing the silencing strips; n A

Describing the parts by reference @characters 1 represents the exhaust pipe of'an in,- ternal combustion engine and 2"'tlie inuflier ordinarily employed in connectiony therewith; secured to the side of said pipe between the engine and mufiler isa saddle 3 haizing .a hollow neck il in which is clamped the branchpipe 5 which is preferably of flexible metallic nature as illustrated. lnside this saddle the exhaust pipe 1 is notched as shown at 6 and `iouinaled in the neck a is a rock shaft -substantially tangent to the exhaust pipe. lnside the neck if this rock shaft carries a valve disk '8 adapt-ed when in one position to close the said branch and when in another position to project a suitable distance titi Gti

into the main exhaust pipe as shown in Eig.

5; outside of said neck the rock shaft carries an operating lever 9 suitably connected by means of a rod or wire 10 to angoperating contrivance within'the carlJ The'latte'r, in the present-embediment, comprises an arm 11 carried by a stud 12 fixed position, and such position estimated. rlhe heater itself comprises a pair of upright headers 15', 1G provided with flanges 17-17 adapted to rest on the car floor and with sha'iiks 18-l8 adapted to depend through suitable apertures in the floor. rlhe sides of said headersare formed with apertured ears 19 adapted to receive the bolts 2O-20 whereby the inlet and outlet fittings are secured in place and the heater attached to the floor. The inlet fitting comprises an elbow 21 having at one end a clamping` I. socket 22 adapted to receive` the branch pipe 5 and having alt the other end a base Hange 23 provided for the reception of the bolts 2020. The flanged end of said elbow is also recessed for the reception of the inlet shank 18. Preferably the number of apertures is greater than the number of bolts so that the elbow can be turned in any direction as may be necessitated by the position of the exhaust pipe relative to the rest of the car or to the position of the heater therein.

rlhe adjacent faces of the headers 15, 16

are formed with opposed tapering sockets i .Qa-Qi adapted to receive the ends of the heating tubes 25. rlhese tubes are preferablyY of copper or the like soft heat conducting pivoted within a `Vsector 13 whereby said lever may be held in i ytum 80 extending from its lower partv to a,

material and lare drawn forcibly into their sockets by means of tie-rods 26-26. The intermediate parts of said tubes are preferably flattened as shown in Figs. 2- and 3 so as to facilitateI the 'circulation of air between the same,'the ends being left circular for' convenience of construction. y To the exteriors of the headei's 15, 1G I preferably secure a p erforated metal plate 28 whose upper portion is bent over the. tops ofthe headers and whose lower edges are left freeas shown in Fig. 3.

The inlet header 15 is preferably narrowed from its lower toward its upper portion to .compensate for the escape of gases laterally therefrom through the tubes 25. The. header 16, however, is formed with an interior seppoint adjacent its upper end and spaced an increasing `distance from the ends of. the tubes 25, its inclination being substantially complementary to that of the wall of the upright 15. The space upon the rearward s ide of the septum 3() is in free communication with the outlet shank 18. The urpose-of the septum is to effect a substantially equal distribution to the gases between the different tubes. A

The outlet fitting above mentioned consists preferably of a hollow-metal body 3Q recessed to receive the shank 18 and formed outside of said recess with an ap/ertured iiange 33 similar to the flange 23 of the .inlet fitting. Projecting laterally from the body 32 is a hollow extension 34 having its bottoni side formed at points increasingly distant .from the body with a plurality of narrow transverse slots 35. I have also shown the end of the portion 34 as formed with a small outlet aperture 36.

Experience has shown that with the herein described inclination of the upright 15` and the septum 30 the distribution of 'the exhaust gases to the different pipes 25 will be substantially' uniform, the opposition caused by the narrowing of the passage in the inlet header being substantially equalized by the facility produced by the widening of the passage in the outlet header. The high conductivity and radiating effect of the device together with the freedom of air ciiculation causes such a cooling of the gases therein as to produce a very complete milffling effect, in addition to which the breaking up of the exhaust stream into a plurality of separate streams and then recombining the same. further obliterates the exhaust noises. The puffs of gas escaping from the exhaust header are caught in the exhaust fitting and delivered to the atmosphere through the slots 85 in a substantially continuous fiow.

However, the thin metal tubes are liable to be thrown into vibration by the exhaust so aS to become noisy, wherefore I provide means to damp their vibrations, preferably 4simple and obvious manner.

. stantially equal temperatures, thus securing a maximum heating effect with a minimum of leakage and cracking of pipes by unequal expansion. Also the thin metal pipes are peculiarly free from carbon deposit, while such deposit, if found, can be easily removed by disconnecting the heater in a -It will be apparent' that many changes in detail of construction. and arrangement could be made within the scope of my inventionand within the intent of the claims annexed hereto.

Having thus described my invention,

what I claim is 1. In a heater for motor-driven vehicles, a pair of substantially parallel headers having pipe connections at similar ends and having their opposite ends closed, a plurality of parallel tubes connecting said headers, one of said headers having an inclined wall-opposite said tubes defining a gradually narrowing chamber and the other header having therein a septum substantially parallel to said inclined wall, one end of saidseptum being joined to said wall between said pipe connection and the nearest tube, and the remainder of said septum being spaced from the rear wall of said header to form a passageway.

n 2. In a heater for motor-driven vehicles,

a pair of parallel headers, a plurality of tubes connecting the same, each of said.

,headersv having one end open and having said flange to its closed end and the other l,

of said headers having a septum therein whereby it is narrowed in the opposite direction at a substantially equal rate, and said last header having a passageway therein around said septum.

3. In a heater'for motor-driven vehicles, apair of substantially parallel upright headers, a plurality of parallel tubes connecting said headers the upper of said tubes being spaced from the `tops of said' headers, and a sheet of perforated meta-lubent over the tops of said headers and secured thereto the free ends of said metal sheet being bent down to parallelism with said headers and secured thereto whereby the metal sheet is spaced from said tubes. v

4. In a heater for motor-driven vehicles, a pair of headers, a plurality of parallel thin nietal tubes connecting said headers, and elongated metal strips clamped against Said tubes, there being non-combustible cushioning inaterial inserted between said strips and said tubes.

In a heater for motor-driven vehicles,

a pair of'headers, a plurality of parallel thin inetal tubes secured to and connectingsaid signature.

whereby said tubes are prevented frein vi? lbrating.

In .testimony whereof7 I hereunto afix my CLYDE S. PELTON. 

